JP6568895B2 - Saddle-type small vehicle, and vehicle body frame rigidity adjusting device - Google Patents

Description

  The present invention relates to a saddle-ride type small vehicle and a rigidity adjusting device for a vehicle body frame of the vehicle.

Conventionally, it is connected between the left and right strut towers of a four-wheeled vehicle, and it has a tension adjustment mechanism (ratchet mechanism), adjusts the tension to the width between the left and right, and adjusts the rigidity between the left and right sides of the vehicle body. A reinforcing rod to be adjusted (Patent Document 1) is known.
Similarly to Patent Document 1, the left and right sides of a four-wheeled vehicle such as a strut tower are connected to each other. By incorporating a known hydraulic damper, the deformation of the vehicle body in the longitudinal direction of the rod is delayed, and the deformation is overloaded. What suppresses a chute (Patent Document 2) is known.

There is also known a load applying device (Patent Document 3) that applies a load in the front-rear direction to a vehicle body frame serving as a wheel support.
In addition, there is known one that attenuates vibration received from a road surface during traveling by a mass damper disposed in a head pipe of a motorcycle (Patent Document 4).
In the above Patent Document 1 and Patent Document 2, it is disclosed that the deformation is delayed by rigidity adjustment or a damper in the left-right direction of the four-wheel vehicle. Further, in Patent Document 3, by applying a load to the vehicle body serving as a support portion for the left and right wheels, hysteresis is eliminated and the lateral displacement response of the left and right wheels is accelerated.

Such rigidity reinforcement between the left and right wheels of the vehicle body or suppression of overshoot due to the damper effect is performed in a four-wheeled vehicle by a vehicle body mounting member. On the other hand, in a small vehicle such as a saddle type vehicle, for example, a two-wheeled vehicle, the lateral width is small, so the lateral displacement difference in the left-right direction rarely contributes to running characteristics.For example, the reaction force from the road surface of the front wheel is Since it is transmitted directly to the steering wheel via the suspension, the response of the displacement in the expansion / contraction direction of the suspension contributes to the driving characteristics of the motorcycle and the characteristics of the vehicle.
In the cited document 4, the vibration of the two-wheeled vehicle that is a saddle-ride type vehicle is effectively damped from the road surface via the suspension in the axial direction of the steering shaft (the vehicle vertical direction).

Japanese Utility Model Publication No. 63-15276 Japanese Patent No. 4627389 Japanese Patent No. 4580452 Japanese Patent No. 5911015

However, in a saddle-ride type small vehicle, depending on the type of vehicle, the wheel or the vehicle body may want to react quickly according to changes in the road surface. In such a case, it is desired that the initial movement of the suspension expansion and contraction, the vehicle body frame connected to the suspension, and the like start to be appropriately displaced in a short time.
SUMMARY OF THE INVENTION An object of the present invention is to provide a saddle-type small vehicle capable of reacting quickly and effectively displacing a suspension or a body frame, mainly against a force in a pushing direction from a road surface, and a vehicle body frame of the vehicle. The object is to provide a stiffness adjusting device.

The present invention relates to a suspension system ( 12 , 144, 144) for connecting the body frame ( 11 , 145, 241, 320) to the body frame ( 11 , 145, 241, 320) and the wheels (13, 141, 244). 245), and the suspension device (12, 144, 245) is a saddle-ride type small vehicle that suspends the wheels (13, 141, 244) so as to be displaceable upward by a reaction force from the road surface. The saddle-ride type small vehicle includes a rigid member ( 11 , 145, 241, 320) on the side of the vehicle body frame ( 11 , 145, 241, 320) having a support portion (64 k, 208, 254, 321) of the suspension device (12, 144, 245). 64, 174, 264, 332) and a rigidity adjusting device (90, 300, 350, 350) spanned between a plurality of locations of the rigid member (64, 174, 264, 332). 50A), and the rigidity adjusting device (90, 300, 350, 350A) applies a pretension to the rigid member (64, 174, 264, 332), and the pretension is applied to the wheel (13, 141,244) generating a preload component in the support portion (64k, 208,254,321) in the same direction as the upward movement direction of the wheel (13,141,244) due to the reaction force from the road surface. It is characterized by.

  In the above invention, the rigid member (64, 174, 264, 332) has at least two pieces (62a, 64b, 64c, 154, 173, 255b, 255b, 322, 324) connected in different extending directions. The rigidity adjusting device (90, 300, 350) is bridged between the two pieces (62a, 64b, 64c, 154, 173, 255b, 322, 324), so that the rigid member ( 64, 174, 264, 332) and a pre-tension between the two pieces (62a, 64b, 64c, 154, 173, 255b, 255b, 322, 324). The tension is forward in the same direction as the upward movement direction of the wheels (13, 141, 244) due to the reaction force from the road surface of the wheels (13, 141, 244). Support portions (64k, 208,254,321) may be caused to generate 予力 component at.

In the above invention, the rigidity adjusting device (90, 300, 350, 350A) may have both a tension generating function and a vibration damping function.
Moreover, in the said invention, you may make it the said rigidity adjustment apparatus (90,300,350,350A) exhibit tension | tensile_strength generation | occurrence | production and vibration damping | damping by a rubber member (92).
In the above invention, the suspension device (12, 144) has a cushion unit (65, 206), and the cushion unit (65a, 64b, 64c, 154, 173) is attached to one piece of the two pieces (62a, 64b, 64c, 154, 173). 65, 206) may be provided on the body frame ( 11 , 145) side.

  In the above invention, the saddle-ride type small vehicle is a swing vehicle (10), and the rigid member (64) is connected to the body frame (11) via a swing shaft (63), The cushion unit (65) has a support portion (64k) on the vehicle body frame (11) side, and the cushion unit (65) is attached to one piece (64a, 64b) of the rigid member (64). And one attachment portion of the rigidity adjusting device (90) are provided, and the other attachment portion of the rigidity adjusting device (90) is provided on the other piece (64c) of the rigid member (64). You may do it.

  In the above invention, the two pieces (255b, 255b) constitute a part of the vehicle body frame (241), and the suspension is connected to the connecting portion (254) of the two pieces (255b, 255b). The device (245) is supported, and by applying pretension to the two pieces (255b, 255b), the suspension device (245) is caused by the reaction force from the road surface of the wheel (244). The preload may be generated in the same direction as the upward movement direction of the wheel (244).

In the above invention, a plurality of the rigidity adjusting devices (90, 130) are provided, and the support portion (in the same direction as the upward movement direction of the wheel (13) due to reaction force from the road surface of the wheel (13)). A first rigidity adjusting device (90) that generates a preload component of 64k), and the support portion in the same direction as the downward movement direction of the wheel (13) due to a reaction force from the road surface of the wheel (13). A second stiffness adjusting device (130) that generates a (64k) preload component may be provided.
In the above invention, the pretension of the first stiffness adjuster (90) and the pretension of the second stiffness adjuster (130) may be different.

The present invention is a suspension device (12,144 to connect the rigidity adjusting device of a vehicle body frame of the small vehicle, a car body frame and (11,145,241,320,371) and a wheel (13,141,244,373) the suspension system (12,144,245,372) rigidity adjusting device to grant pretensions the mounting portion (90 of the small-type vehicle that Ru with a 245,372) (10,140,240,370), 130, 300, 350, 350C) includes a cylinder (91), a rod (94) extending through the cylinder (91) and out of the cylinder (91) through one end of the cylinder (91), A plate-like member (93) provided at one end of the rod (94) in the cylinder (91) and moving integrally with the rod (94) in the cylinder (91); An elastic member (92) is provided between the plate-like member (93) and one end of the cylinder (91). The other end of the rod (94) and the other end of the cylinder (91) An attachment portion to the body frame ( 11 , 145, 241, 320) side is provided, and either the rod (94) and the cylinder (91) or the rod (94) and the cylinder (91) are provided. Further, a tension adjusting mechanism (97) is provided.
In the above invention, the elastic member may be a rubber member (92).

  A saddle-ride type small vehicle according to the present invention includes a rigid member on a vehicle body frame side having a support portion of a suspension device, and a stiffness adjusting device spanned between a plurality of locations of the rigid member. The pretension generates a preload component in the support in the same direction as the upward movement of the wheel due to the reaction force from the road surface of the wheel, so the hysteresis loss of the rigid member on the body frame side It is possible to react quickly and effectively displace the suspension system and the body frame upward so as to assist the upward movement of the wheel against the force in the direction of pushing up from the road surface. it can. Thereby, the response speed of the suspension device is increased, and it is possible to make a saddle-ride type small vehicle that can quickly respond to changes in the road surface and can perform light riding.

  In the above invention, the rigid member includes at least two pieces connected in different extending directions, and the rigidity adjusting device is formed between the two pieces to form a triangular shape with the rigid member. A pretension is applied between the two pieces, and the pretension generates a preload component at the support in the same direction as the upward movement of the wheel due to the reaction force from the road surface of the wheel. Pretension can be effectively applied in a simple form spanning between the one part.

In the above invention, since the stiffness adjusting device has both a tension generating function and a vibration damping function, it is possible to speed up the upward movement of the wheel and converge the subsequent vibration of the vehicle body.
Further, in the above invention, the rigidity adjusting device exerts tension generation and vibration attenuation by the rubber member, so that the movement of the upward movement of the wheel is accelerated by an inexpensive and simple structure, and the subsequent vibration of the vehicle body is suppressed. High performance to converge can be obtained.

  Further, in the above invention, the suspension device has a cushion unit, and has a mounting portion on the vehicle body frame side of the cushion unit in one piece of the two pieces, so by attaching the rigidity adjusting device closer to the cushion unit, The response speed of the suspension system is increased, and it is possible to provide a saddle-ride type small vehicle that can respond quickly to changes in the road surface and can perform lighter riding.

  In the above invention, the saddle-ride type small vehicle is a rocking vehicle, and the rigid member is connected to the vehicle body frame via the rocking shaft, and has a support portion for the cushion unit on the vehicle body frame side. Since one mounting part of the cushion unit and one mounting part of the rigidity adjusting device are provided on one of the two parts, the other mounting part of the rigidity adjusting device is provided on the other part of the rigid member. It is possible to provide a saddle-ride type small vehicle that can assist the upward movement of the vehicle wheels, speed up the response to changes in the road surface, and perform light riding.

  In the above invention, the two pieces constitute a part of the vehicle body frame, the suspension device is supported by the connecting portion of the two pieces, and the two pieces are given pretension, thereby the suspension device. On the other hand, a preload is generated in the same direction as the upward movement of the wheel due to the reaction force from the road surface of the wheel. It is possible to assist the movement movement and to easily improve the performance of the suspension device.

  Further, in the above invention, a plurality of stiffness adjusting devices, wherein the first stiffness adjusting device that generates a preload component of the support portion in the same direction as the upward movement direction of the wheel due to a reaction force from the road surface of the wheel, and the wheel And a second stiffness adjusting device that generates a preload component of the support portion in the same direction as the downward movement direction of the wheel due to the reaction force from the road surface of the wheel, and speeding up the movement of the upward movement of the wheel, It also assists in the downward direction, enabling quick response and smooth wheel up and down movement.

  In the above invention, since the pretension of the first stiffness adjusting device and the pretension of the second stiffness adjusting device are made different from each other, the speed of the vertical movement of the wheel is adjusted, so that the character of the vehicle is improved. The saddle-ride type small vehicle having a high-performance suspension device can be obtained.

  The present invention provides a pretension to an attachment portion of a suspension device of a small vehicle including a suspension device that connects a vehicle body frame and a wheel. The rigidity adjusting device penetrates through a cylinder and one end portion of the cylinder. A rod extending from the inside of the cylinder to the outside of the cylinder, and a plate-like member that is provided at one end of the rod within the cylinder and moves integrally with the rod, and the plate-like member and one end of the cylinder An elastic member is provided between the other end of the rod and the other end of the cylinder, and a mounting portion for the vehicle body frame is provided. A tension adjusting mechanism is provided on either the rod and the cylinder or the rod and the cylinder. Since it is provided, it is suitable for speeding up the upward movement of the wheel, and a rigidity adjusting device that can be easily mounted and adjusted can be provided with a simple structure.

  In the above invention, since the elastic member is a rubber member, it is possible to inexpensively provide a stiffness adjusting device that has both a tension generating function and a vibration damping function and is suitable for speeding up the upward movement of the wheel.

It is a perspective view showing a rocking vehicle provided with a rigidity adjusting device of a 1st embodiment concerning the present invention. It is a front view which shows a rocking vehicle. It is a top view which shows a rocking vehicle. FIG. 3 is an enlarged view of a main part of FIG. 2. It is sectional drawing which shows a rigidity adjustment apparatus. FIGS. 6A and 6B are explanatory views showing a connected portion to which one end of the stiffness adjusting device is connected, FIG. 6A is a side view showing a rod support portion provided on a cushion support arm, and FIG. FIG. 6C is a side view showing a connection structure between a rod and a rod support portion of a stiffness adjusting apparatus which is a modified example, and FIG. 6C is a side view showing a rod support portion provided in the connection portion. It is a front view which shows the principal part of a rocking | fluctuating vehicle provided with the rigidity adjusting device of 2nd Embodiment. It is a left view which shows the rocking | swiveling vehicle of 3rd Embodiment. 2 is a front view showing a rocking vehicle 140. FIG. It is a principal part enlarged view of FIG. It is a left view which shows the motorcycle of 4th Embodiment of this invention. It is a left view which shows a vehicle body frame. It is a top view which shows a vehicle body frame. FIG. 10 is a left side view showing a motorcycle body frame and a fuel tank according to a fifth embodiment. It is a perspective view which shows a vehicle body frame and a fuel tank. It is a right view which shows the bicycle of 6th Embodiment. It is a right view which shows the bicycle of 7th Embodiment.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the description, descriptions of directions such as front and rear, right and left and up and down are the same as directions with respect to the vehicle body unless otherwise specified. Further, in each figure, the symbol FR indicates the front of the vehicle body, the symbol UP indicates the upper side of the vehicle body, and the symbol LH indicates the left side of the vehicle body.
<First Embodiment>
FIG. 1 is a perspective view showing an oscillating vehicle 10 including a stiffness adjusting device 90 according to the first embodiment of the present invention.
In the swing vehicle 10, a pair of left and right front wheels 13 and 13 are supported on a front portion of a body frame 11 via a front wheel suspension device 12, and a single rear wheel (not shown) is supported on a rear portion of the body frame 11. This is a tricycle in which the body frame 11 can swing left and right.
The vehicle body frame 11 includes a pair of left and right main frames 21, a pair of left and right pivot frames 22, and a pair of left and right down frames (not shown).
The left and right main frames 21 constitute the front portion of the vehicle body frame 11, and the front end portions of the left and right main frames 21 are bent and joined inward in the vehicle width direction.

The left and right pivot frames 22 extend downward from the rear portions of the left and right main frames 21, respectively. The pair of left and right down frames extend downward from the front end portions of the left and right main frames 21, then bend and extend rearward, and are further connected to the lower front sides of the left and right pivot frames 22.
The vehicle body frame 11 includes a plurality of cross frames (not shown) that connect the left and right frame members.
A fuel tank 25 is attached to the upper front part of the left and right main frames 21, and a seat 26 is disposed behind the fuel tank 25. The swing vehicle 10 is a saddle-ride type small vehicle on which a driver rides over a seat 26.
A power unit 28 is supported on the body frame 11 at a position below the fuel tank 25. The power unit 28 includes an engine 29 and a transmission (not shown) integrally provided at the rear portion of the engine 29.

A steering post 31 (see FIG. 3) is provided in front of the left and right main frames 21, and an upper part of a steering shaft 32 is rotatably supported by the steering post 31. The steering shaft 32 has a bar handle 33 attached to the upper end. The steering shaft 32 and the bar handle 33 constitute a part of a front wheel steering mechanism 35 that steers the left and right front wheels 13.
The swing vehicle 10 includes a vehicle body cover 40 that covers each part of the vehicle body. The vehicle body cover 40 includes a pair of left and right radiator shrouds 41, a front cover 42, and a front lower cover 43. The left and right radiator shrouds 41 respectively cover a pair of left and right radiators 45 disposed above both sides of the engine 29 from the sides. The front cover 42 covers the steering shaft 32 and its periphery from the front. The front lower cover 43 covers the center of the front wheel suspension device 12 in the vehicle width direction from the front.
A meter 47 is attached to the center of the bar handle 33, and a headlight 48 is attached to the front cover 42.

FIG. 2 is a front view showing the swing vehicle 10, and FIG. 3 is a plan view showing the swing vehicle 10.
As shown in FIGS. 2 and 3, a front suspension frame 51 constituting the vehicle body frame 11 is fastened to the front end portions of the left and right main frames 21 and the left and right down frames, and the front wheel suspension device 12 is attached to the front suspension frame 51. It is connected.
The front wheel suspension device 12 is of a double wishbone type that suspends the left and right front wheels 13 independently. Specifically, the front wheel suspension device 12 includes a pair of front and rear upper swing shafts 53, a pair of front and rear lower swing shafts 54, a pair of left and right upper arms 55 and 56, a pair of left and right lower arms 57 and 58, and a pair of left and right arm end links. A member 61, a pair of left and right knuckles 62, a swing shaft 63, a cushion support arm 64, and a pair of left and right cushion units 65 are provided.

The front suspension frame 51 has a pair of front and rear upper swing shafts 53 disposed at the upper portion and a pair of front and rear lower swing shafts 54 disposed at the lower portion. The pair of front and rear upper swinging shafts 53 and the pair of front and rear lower swinging shafts 54 are provided coaxially apart from each other in the front-rear direction so as to extend in the front-rear direction at the center in the vehicle width direction.
The pair of upper swinging shafts 53 support the left and right upper arms 55 and 56 on the inner ends in the vehicle width direction so as to be swingable, and the pair of lower swinging shafts 54 support the left and right lower arms 57 and 56. The end portions of 58 in the vehicle width direction are supported so as to be swingable.
Further, the upper end portions of the arm end link members 61 are swingably attached to the outer end portions of the left and right upper arms 55, 56 via the outer upper swing shaft 67, respectively. In addition, lower end portions of arm end link members 61 are swingably attached to outer end portions of the left and right lower arms 57 and 58 via outer lower swing shafts 68, respectively.

The left and right arm end link members 61 support knuckles 62 so as to be swingable in the left and right directions via king pins (not shown) having king pin axis lines 71 extending vertically. A hub (not shown) is rotatably supported by the knuckle 62, and the front wheel 13 is fastened to the hub.
It swings so as to extend in the front-rear direction in parallel with the upper swing shaft 53 and the lower swing shaft 54 at the upper part of the front suspension frame 51 (specifically, above the upper swing shaft 53) and in the center in the vehicle width direction. A moving shaft 63 is provided, and a cushion support arm 64 is supported on the swing shaft 63 so as to be vertically swingable so as to extend in the vehicle width direction.
The center in the longitudinal direction (center in the vehicle width direction) of the cushion support arm 64 is supported by the swing shaft 63. At both ends of the cushion support arm 64, upper end portions of a cushion unit 65 as a shock absorber are swingably attached via upper connection pins 72, respectively. The lower end portions of the left and right cushion units 65 are swingably attached to the middle portions in the longitudinal direction of the left and right lower arms 57 and 58 via lower connection pins 73, respectively.

The cushion support arm 64 is connected to a swing control mechanism (not shown) for controlling the left and right swing of the vehicle body including the vehicle body frame 11.
The swing control mechanism includes an actuator, a coupling device, a swing arm, a pair of left and right vertical link members, and an ECU (Electronic Control Unit).
The rotation shaft of an actuator composed of an electric motor is attached with a central portion in the longitudinal direction of a swing arm extending horizontally through a connecting device, and left and right vertical link members arranged vertically at both ends of the swing arm. The upper ends of the left and right vertical link members are connected to the left arm 64a and the right arm 64b of the cushion support arm 64, respectively.
The coupling device has a built-in torque detection sensor that detects torque generated between the rotating shaft of the actuator and the swing arm. Based on the torque detected by the coupling device, the vehicle speed detected by various sensors provided on the vehicle body, the vehicle inclination, the amount of operation of the bar handle 33 by the rider, etc., the ECU drives the actuator to swing the vehicle left and right. Control the moving angle.

The swing vehicle 10 includes a swing lock mechanism (not shown) that can lock the left and right swing of the vehicle body.
The swing lock mechanism is formed in an arc shape centered on the swing shaft 63 and attached to the cushion support arm 64, and a lock caliper attached to the steering post side for braking with the lock plate interposed therebetween. With.
The center axis of the steering shaft 32 is located on the vehicle body center line 75 extending vertically in the center in the vehicle width direction when viewed from the front. The lower part of the steering shaft 32 is rotatably supported by the rear part of the front suspension frame 51.

The front wheel steering mechanism 35 includes a pair of left and right steering link mechanisms 76 connected to the lower end portion of the steering shaft 32 and a pair of left and right tie rods 77 connected to the left and right steering link mechanisms 76.
The left and right tie rods 77 are connected to the knuckle 62, respectively.
The steering post 31 includes a plurality of leg portions 81 and 82 and a cylindrical shaft holder 83 supported by upper end portions of the plurality of leg portions 81 and 82.
The shaft holder 83 rotatably supports the steering shaft 32 via a bearing.

FIG. 4 is an enlarged view of a main part of FIG.
The cushion support arm 64 is integrally formed with a left arm 64 a and a right arm 64 b that extend left and right with the swing shaft 63 as a boundary, and an upper extension portion 64 c that extends upward at a position above the swing shaft 63. Yes. A cushion support portion 64k that supports the upper end portion 65a of the cushion unit 65 via the upper connecting pin 72 is provided at each end portion of the left arm 64a and the right arm 64b.
The left arm 64 a and the right arm 64 b are integrally provided with upper projecting portions 64 d and 64 d at an upper portion on the inner side in the vehicle width direction from the upper connecting pin 72. The upper extension 64c is integrally provided with a pair of left and right side protrusions 64e protruding outward in the vehicle width direction.
A rigidity adjusting device 90 for adjusting the rigidity of the cushion support arm 64 is attached to the left upper protrusion 64d and the left side protrusion 64e, and the right upper protrusion 64d and the right side protrusion 64e, respectively. Yes.
In the rigidity adjusting device 90, a tensile force acts between the left upper protrusion 64d and the left side protrusion 64e, and between the right upper protrusion 64d and the right side protrusion 64e. As installed. That is, a pretension is applied to the cushion support arm 64, which is a rigid member, in a direction in which the cushion support portion 64k side bends upward with respect to the swing shaft 63 side.

As shown in FIGS. 2 to 4, the swing vehicle 10 as a saddle-ride type small vehicle is a suspension device that connects the body frame 11, the body frame 11, and each of the front wheels 13 as wheels. A front wheel suspension device 12.
In the swing vehicle 10, the front wheel suspension device 12 suspends the front wheel 13 so as to be displaceable upward by a reaction force from the road surface. The swing vehicle 10 includes a cushion support arm 64 as a rigid member on the vehicle body frame 11 side having a cushion support portion 64k as a support portion of the front wheel suspension device 12, and a rigidity adjustment spanned between a plurality of locations of the cushion support arm 64. Device 90. The stiffness adjusting device 90 applies a pretension to the cushion support arm 64, and the pretension is a preload component in the same direction as the upward movement direction of the front wheel 13 due to a reaction force from the road surface of the front wheel 13 to the cushion support 64k. Is generated.

  According to this configuration, the hysteresis loss of the cushion support arm 64 on the vehicle body frame 11 side is reduced, and the vehicle body having the support portion (cushion support portion 64k) of the front wheel suspension device 12 against the force in the push-up direction from the road surface and the like. The rigid member on the side of the frame 11 (cushion support frame 64) starts to bend more quickly, so that the front wheel 13 is moved upward and the cushion support 64k of the front wheel suspension device 12 is moved upward so as to assist in the upward movement movement. It can be displaced effectively. As a result, the response speed of the front wheel suspension device 12 is increased, and the swinging vehicle (saddle-ride type small vehicle) 10 that can respond quickly to changes in the road surface and can perform light riding can be achieved.

Further, as shown in FIG. 4, the cushion support arm 64 includes a left arm 64a (one piece) and a right arm 64b (one piece) as at least two pieces connected in different extending directions. An upper extension 64c (another piece). Rigidity adjusting device 90, by bridged between the left arm 64a and the right arm 64b and the upper extending portion 64c, the left arm 64a, the right arm 64 b, the upper extending portion 6 4 c及 beauty rigidity adjusting device A triangular shape consisting of 90 is formed, and a pretension is applied so as to pull between the two left arms 64a and right arms 64b and the upward extending portion 64c. The pretension causes the cushion support 64k to generate a preload component in the same direction as the upward movement direction of the front wheel 13 due to the reaction force from the road surface of the front wheel 13.
According to this configuration, the pretension can be effectively applied in a simple form spanning between the two left arms 64a and the right arm 64b and the upward extending portion 64c.

As shown in FIGS. 2 and 4, the front wheel suspension device 12 includes the cushion unit 65, and includes a cushion support portion 64 k that is an attachment portion of the cushion unit 65 on the vehicle body frame 11 side. That is, the cushion unit 65 is attached to one piece of the cushion support arm 64 that is a rigid member, and one end of the rigidity adjusting device 90 is attached to the one piece.
According to this configuration, by attaching the stiffness adjusting device 90 closer to the cushion unit 65, the response speed of the front wheel suspension device 12 is increased, and the swing vehicle can respond quickly to changes in the road surface and can perform a lighter riding. (Saddle-ride type small vehicle) 10.

As shown in FIG. 4, the saddle-ride type small vehicle is the swing vehicle 10, and the cushion support arm 64 is connected to the vehicle body frame 11 via the swing shaft 63, so that the cushion on the vehicle body frame 11 side is provided. The unit 65 has a cushion support part 64k. One of the cushion support arm 64, the left arm 64a and the right arm 64b, and one of the cushion support part 64k and the rigidity adjusting device 90 are attached to the cushion unit 65. 64d, which is the mounting portion of the cushion adjusting arm 64, and a side protruding portion 64e, which is the other mounting portion of the rigidity adjusting device 90, is provided on the upper extending portion 64c as the other piece of the cushion support arm 64. It is done.
According to this structure, the swinging vehicle (saddle-type small vehicle) 10 (which can assist the upward movement of the front wheel 13 of the swinging vehicle 10, accelerate the response to a change in the road surface, and can perform a light ride) ( 2).

FIG. 5 is a cross-sectional view showing the rigidity adjusting device 90.
The rigidity adjusting device 90 includes a cylinder 91, a rubber member 92, a contact piece 93, a rod 94, a cylinder side connecting part 96, and a rod side connecting part 97.
The cylinder 91 includes a cylinder body 101, a closing member 102, and a cap member 103.
The cylinder body 101 is formed in a cylindrical shape, and an internal thread 101a is formed on the inner peripheral surface of one end, and an external thread 101b is formed on the outer peripheral surface of the other end. A hexagonal tool hooking portion 101d for hooking a tool is formed on the outer peripheral surface of the cylinder body 101. The closing member 102 includes a male screw 102a screwed to a female screw 101a at one end of the cylinder body 101, a flange portion 102b having a diameter larger than that of the male screw 102a and applied to the one end surface 101c of the cylinder main body 101, and the male screw 102a and the flange portion 102b. And a through hole 102c penetrating through. The flange portion 102b includes a tool hook portion 102d having a hexagonal outer shape on the outer peripheral surface. In order to attach the closing member 102 to the cylinder body 101, the closing member 102 can be screwed to the cylinder body 101 by hooking a tool on the tool hanging portion 101d and the tool hanging portion 102d and rotating them relative to each other.

The cap member 103 is a bottomed cylindrical member that is screwed to the cylinder body 101 to close the other end of the cylinder body 101, and includes a cylinder portion 103a and a bottom portion 103b that forms the bottom of the cylinder portion 103a. The cylindrical portion 103a includes a female screw 103c that is screw-coupled to the male screw 101b of the cylinder body 101, and a hexagonal tool hook portion 103d that is formed on the outer peripheral surface for hooking and turning the tool. A female screw 103e is opened in the bottom portion 103b so as to penetrate therethrough. In order to attach the cap member 103 to the cylinder main body 101, the cap member 103 can be screw-coupled to the cylinder main body 101 by applying a tool to the tool hooking portion 101d and the tool hooking portion 103d and rotating them relative to each other.
The rubber member 92 is a columnar member disposed in the cylinder 91, and a rubber through hole 92a through which the rod 94 passes is opened. The outer diameter of the rubber member 92 is smaller than the inner diameter of the cylinder main body 101, and a gap 95 is provided between the outer peripheral surface of the rubber member 92 and the inner peripheral surface of the cylinder main body 101. As will be described in detail later, the gap 95 is a portion that allows the outer diameter of the compressed rubber member 92 to be increased when a tensile force is generated by the stiffness adjusting device 90.
The contact piece 93 is a member applied to the end surface 92 b of the rubber member 92, and is formed with a female screw 93 a that is screw-coupled with a male screw 94 a provided at the end of the rod 94. One end of the rod 94 passes through the through hole 102 c of the closing member 102 and the rubber through hole 92 a of the rubber member 92, and the male screw 94 a is screwed to the female screw 93 a of the contact piece 93. A lock nut 104 is screwed to the male screw 94a, and the screw connection between the contact piece 93 and the rod 94 is locked.

The cylinder side connecting portion 96 includes a shaft portion 96b having a male screw 96a that is screwed to the female screw 103e of the bottom portion 103b of the cap member 103, and a bearing portion 96c that is provided integrally with the shaft portion 96b. The bearing portion 96 c includes a spherical plain bearing 106. A lock nut 105 is screwed to the male screw 96a of the shaft portion 96b, and the screw connection between the cap member 103 and the shaft portion 96b is locked.
The rod side connecting portion 97 includes a washer 107 fitted to the distal end portion of the rod 94, and a nut 108 and a lock nut 109 that are screwed to a distal end side male screw 94b formed at the distal end portion of the rod 94. The rod side connecting portion 97 is not only a connecting member but also a tension adjusting mechanism that adjusts the pretension. That is, by closing the nut 108, the rubber member 92 can be compressed via the rod 94 and the contact piece 93, and a pretension is generated in the stiffness adjusting device 90, and the generated pretension is increased or decreased. be able to. Further, since the rubber member 92 has a large hysteresis load when it is deformed, it can also attenuate vibrations.

The rod side connecting portion 97 is connected to the upper projecting portion 64 d of the cushion support arm 64 via the connecting pin 111. The connecting pin 111 has a pin through hole 111a through which the rod 94 passes.
The upper protrusion 64d of the cushion support arm 64 (specifically, the right arm 64b) allows the rod 94 to pass through a pin groove 64f into which the connecting pin 111 is inserted and a bottom surface 64g formed in the pin groove 64f in a circular arc shape. And a projecting portion through hole 64h opened for the purpose. The pin groove 64f is formed on a side surface 64j of the upper projecting portion 64d opposite to the cylinder 91 (that is, the side facing the washer 107).

Thus, by making the bottom surface 64g of the pin groove 64f into an arc shape in cross section, the rod 94 can be swung with respect to the upper projecting portion 64d.
The cylinder 91, the rubber member 92, and the contact piece 93 described above constitute a cylinder body 98. Further, the rod 94, the rod side connecting portion 97, and the lock nut 104 constitute a rod assembly 110. The cylinder body 98 and the rod assembly 110 constitute a cylinder / rod assembly 99.

As described above, since the stiffness adjusting device 90 has both a tension generation function and a vibration damping function, it accelerates the upward movement of the front wheel 13 (see FIG. 2) and converges the subsequent vibration of the vehicle body. Can be made.
Further, since the rigidity adjusting device 90 exerts tension generation and vibration damping by the rubber member 92, it is an inexpensive and simple mechanism that accelerates the upward movement of the front wheel 13 and attenuates subsequent vibration of the vehicle body. There is an effect to make.

As shown in FIGS. 2 and 5 above, the rigidity adjusting device 90 of the vehicle body frame 11 of the swing vehicle 10 as a small vehicle is a swing that includes the front wheel suspension device 12 that connects the vehicle body frame 11 and the front wheel 13. A pretension is applied to the mounting portion of the front wheel suspension device 12 of the vehicle 10 so as to generate an upward preload. The rigidity adjusting device 90 is integrated with the rod 94, a rod 94 that passes through one end of the cylinder 91 and extends from the inside of the cylinder 91 to the outside of the cylinder 91, and is provided at one end of the rod 94 inside the cylinder 91. And a contact piece 93 as a plate-like member that moves inside the cylinder 91. A rubber member 92 as an elastic member is provided between the contact piece 93 and one end of the cylinder 91, and an attachment portion to the body frame 11 side is provided at the other end of the rod 94 and the other end of the cylinder 91. In addition, a tension adjusting mechanism (in the embodiment, the rod side connecting portion 97) is provided on either the rod 94 and the cylinder 91 or the rod 94 and the cylinder 91.
According to this configuration, the rigidity adjusting device 90 that is suitable for speeding up the upward movement of the front wheel 13 and can be easily attached and adjusted can be provided with a simple mechanism.
Further, since the elastic member is the rubber member 92, it has both a tension generating function and a vibration damping function, so that the forward movement of the front wheel 13 can be accelerated, and a subsequent vibration damping effect can be expected. The device 90 can be provided at a low cost.

FIG. 6 is an explanatory view showing a connected portion to which one end of the rigidity adjusting device 90 is connected.
FIG. 6A is a side view showing the rod support portion 114 provided on the cushion support arm 64.
A rod support portion 114 as a connected portion protruding upward is provided on the upper portion of the right arm 64 b of the cushion support arm 64.
The rod support portion 114 includes a pair of plate-like support brackets 115 (only the support bracket 115 on the front side is shown) and a connecting pin 111 inserted into a pin insertion hole 115a formed in each of the pair of support brackets 115. .
The pair of support brackets 115 are arranged side by side in the front and back direction of the paper.

The support bracket 115 gradually becomes wider as the width in the longitudinal direction of the rod 94 of the stiffness adjusting device 90 (see FIG. 5) is directed downward. The pair of support brackets 115 may be formed integrally with the cushion support arm 64, or formed separately from the cushion support arm 64, and the bottom surface 115b of the support bracket 115 is joined to the right arm 64b by welding or the like. May be.
The pair of support brackets 115 are disposed at intervals that do not hinder the disposition of the washer 107 and the rotation of the nut 108 and the lock nut 109 with a tool.
The rod support portion 114 is used when the rod 94 is stretched in a direction generally extending in the direction in which the cushion support arm 64 extends.

FIG. 6B is a side view showing a rod support portion 118 as a connected portion provided on a rigid member 117 extending vertically, and a rod support portion 118 projecting sideways is formed on the side surface of the rigid member 117. Is provided.
The rod support portion 118 includes a pair of plate-like support brackets 119 (only the support bracket 119 on the near side is shown) and a connecting pin 111 inserted into a pin insertion hole 119a formed in each of the pair of support brackets 119. .
The pair of support brackets 119 are arranged side by side in the front and back direction of the paper.
The width of the support bracket 119 in the direction orthogonal to the rod 94 of the rigidity adjusting device 90 (see FIG. 5) gradually becomes wider as the rigidity member 117 is approached. Further, the protrusion amount P of the support bracket 119 from the rigid member 117 is such that the tip surface 94c of the rod 94 does not hit the rigid member 117 when the rod 94 is connected to the rod support portion 118 via the connecting pin 111. Is set.

The support bracket 119 may be formed integrally with the rigid member 117, or may be formed separately from the rigid member 117, and the bottom surface 119b of the support bracket 119 may be joined to the rigid member 117 by welding or the like.
The pair of support brackets 119 are arranged at intervals that do not hinder the arrangement of the washer 107 and the rotation of the nut 108 and the lock nut 109 with a tool.
The rod support portion 118 is used when the rod 94 and the rigid member 117 are disposed in a state of being orthogonal or nearly orthogonal.

FIG. 6C is a side view showing a connection structure between a rod 121 and a rod support portion 114 of a stiffness adjusting device 120 which is a modified example of the stiffness adjusting device 90, and partially shows a cross section.
The stiffness adjusting device 120 differs from the stiffness adjusting device 90 (see FIG. 5) only in the rod 121. That is, the rigidity adjusting device 120 includes a cylinder body 98 (see FIG. 5), a cylinder side connecting portion 96 (see FIG. 5), a rod 121 extending from the cylinder body 98, and a rod side provided at the tip of the rod 121. And a connecting portion 122.
The assembly structure of the rod 121 to the cylinder body 98 is the same as that of the stiffness adjusting device 90 (see FIG. 5).
The rod 121 includes a distal-side male screw 94b that is a right-hand thread formed at the distal end portion, and a hexagonal tool hook 121a that is formed on the cylinder body 98 side of the distal-side male screw 94b.

The rod side connecting portion 122 locks the connecting member 124 connected to the pair of support brackets 115 provided on the rigid member 117, the nut member 125 screwed to the connecting member 124 and the rod 121, and the nut member 125. For this purpose, a pair of lock nuts 126 and 126A screwed to the distal end side male screw 94b of the rod 121 and a male screw 124c of the connecting member 124, respectively, and a connecting pin 127 for connecting the connecting member 124 and the pair of support brackets 115 respectively. Become.
The connecting member 124 includes a ring portion 124a connected to the pair of support brackets 115 via a connecting pin 127, and a shaft portion 124b extending from the ring portion 124a. A connecting pin 127 is inserted into the ring portion 124a. The shaft portion 124b is formed with a male screw 124c having a left-hand thread at the tip.

The nut member 125 includes, on the inner peripheral surface, a female screw 125a that is a right-hand screw to which the distal-side male screw 94b of the rod 121 is screw-coupled, and a female screw 125b that is a left-hand screw to which the male screw 124c of the connecting member 124 is screw-coupled. Is provided. Further, the nut member 125 has a hexagonal tool hooking portion 125c for hooking a tool on the outer peripheral surface.
The pretension of the rigidity adjusting device 120 can be adjusted by hooking a tool on the tool hook 121a and the tool hook 125c and rotating the rod 121, the connecting member 124, and the nut member 125 relative to each other. This adjustment of the pretension can be performed even after both ends of the rigidity adjusting device 120 are completely fixed.

Second Embodiment
FIG. 7 is a front view showing a main part of the swing vehicle including the rigidity adjusting devices 90 and 130 according to the second embodiment.
In the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.
A cushion support arm 134 is supported on a swing shaft 63 provided at an upper portion of the front suspension frame 51 so as to be able to swing up and down so as to extend in the vehicle width direction.
At both ends of the cushion support arm 134, specifically, the left and right cushion support portions 64k, upper end portions of the cushion unit 65 are swingably attached via upper connection pins 72, respectively.
The cushion support arm 134 includes a left arm 134 a and a right arm 134 b that extend to the left and right with respect to the swing shaft 63, an upper extension portion 64 c that extends upward at a position above the swing shaft 63, and the swing shaft 63. A downward extending portion 134c extending downward at a lower position is integrally formed.

The downward extending part 134c is integrally provided with a pair of left and right side projecting parts 134e that project outward in the vehicle width direction.
The left arm 134a and the right arm 134b are upper protrusions 64d and 64d provided at the upper part inside the vehicle width direction from the upper connection pin 72, and the lower parts provided at the lower part inside the vehicle connection direction from the upper connection pin 72. The protrusions 134d and 134d are integrally provided.
A rigidity adjusting device 90 for adjusting the rigidity of the cushion support arm 134 is attached to the left upper protrusion 64d and the left side protrusion 64e, and the right upper protrusion 64d and the right side protrusion 64e, respectively. Yes.
The left lower protrusion 134d and the left side protrusion 134e, and the right lower protrusion 134d and the right side protrusion 134e are respectively provided with a second rigidity adjusting device for adjusting the rigidity of the cushion support arm 134. 130 is attached.

The second stiffness adjuster 130 has the same basic structure as the stiffness adjuster 90, but the outer diameter of the rubber member and the inner diameter of the cylinder that houses the rubber member are smaller than those of the stiffness adjuster 90. Therefore, the tension that can be generated by the second stiffness adjusting device 130 is smaller than that of the stiffness adjusting device 90.
The second rigidity adjusting device 130 has a tensile force between the left lower protrusion 134d and the left side protrusion 134e, and between the right lower protrusion 134d and the right side protrusion 134e, respectively. Is installed to work. As a result, even after the front wheel 13 moves upward, even if the front wheel 13 returns downward, the hysteresis is reduced, the front wheel 13 is smoothly lowered, and the feeling of grounding during traveling is improved. These effects were confirmed by a sensory test by running in mounting.

As shown in FIGS. 3 and 7, a plurality of rigidity adjusting devices 90 and 130 are provided, and the cushion support 64k is preliminarily moved in the same direction as the upward movement direction of the front wheel 13 due to the reaction force from the road surface of the front wheel 13. A stiffness adjusting device 90 as a first stiffness adjusting device that generates a force component, and a second stiffness that generates a preload component in the same direction as the downward movement direction of the front wheel 13 due to a reaction force from the road surface of the front wheel 13. And an adjustment device 130.
According to this configuration, the upward movement of the front wheel 13 can be accelerated, and the downward movement can be assisted, so that a quick response and a smooth vertical movement of the front wheel 13 are possible.
Further, the pretension of the stiffness adjusting device 90 and the pretension of the second stiffness adjusting device 130 are made different so as to adjust the speed of the vertical movement of the front wheel 13, thereby achieving high performance in accordance with the characteristics of the vehicle. A rocking vehicle (saddle-type small vehicle) 10 having a front wheel suspension device 12 (see FIG. 3) can be provided.

<Third Embodiment>
FIG. 8 is a left side view showing the swing vehicle 140 according to the third embodiment, FIG. 9 is a front view showing the swing vehicle 140, and FIG. 10 is an enlarged view of a main part of FIG.
As shown in FIGS. 8 to 10, the swing vehicle 140 includes a pair of left and right front wheels 141 provided at the front part of the vehicle body and a single rear wheel 142 provided at the center in the vehicle width direction of the rear part of the vehicle body. It is a saddle riding type tricycle (small vehicle).
The swinging vehicle 140 can tilt the left and right front wheels 141 and 141 in the same manner as the vehicle body frame 145 and the rear wheel 142 by the action of the front wheel suspension device 144.
The body frame 145 includes a pair of left and right center pipes 151 and a pair of left and right pivot frames 152.
The left and right center pipes 151 include an upper side portion 151a that extends in the front-rear direction, and a front side portion 151b that bends and extends obliquely downward from the front end portion of the upper side portion 151a.

A pair of left and right extension pipes 154 extend upward and obliquely forward from the bent portion 151c of the left and right center pipes 151, and a pair of left and right head support pipes 155 extend obliquely upward and forward from the front end of the left and right extension pipes 154. The head pipe 156 is supported by the head support pipe 155.
A steering shaft 157 is rotatably supported on the head pipe 156. The steering shaft 157 has a bar handle 158 attached to the upper end.
A bottom bracket 161 is attached to the lower end portion of the steering shaft 157, and a steering link 162 is connected to the bottom bracket 161.
The left and right pivot frames 152 extend downward from the rear ends of the left and right center pipes 151, respectively. A swing arm 165 is supported on the left and right pivot frames 152 via a pivot shaft 164 so as to be swingable up and down, and a rear wheel 142 is supported at the rear end of the swing arm 165.
An engine 167 is disposed in a space surrounded by the left and right center pipes 151 and the left and right pivot frames 152.

Both ends of a hanger pipe 171 that is inclined forward and downward are connected to the front ends of the left and right extension pipes 154, respectively. In addition, both ends of a lower pipe 172 that is inclined forward and forward are connected to front ends of the left and right center pipes 151, respectively. A single cushion support pipe 173 is attached and attached between the lower end of the hanger pipe 171 and the upper end of the lower pipe 172.
The left and right center pipes 151, the left and right extension pipes 154, the hanger pipe 171, the lower pipe 172 and the cushion support pipe 173 constitute a front frame 174 as a rigid member.
A lower frame 175 extending in the vehicle width direction is attached to and attached to the front end portions of the left and right center pipes 151. Rear lower mount portions 176 are provided at both ends of the lower frame 175, respectively. A lower center mount portion 177 is provided at the center of the lower frame 175 in the vehicle width direction.

The front wheel suspension 144 has a structure in which the double wishbone suspension is rotated approximately 90 degrees horizontally and the upper arm 181 and the lower arm 182 are extended in the vehicle front-rear direction.
The upper arm 181 and the lower arm 182 are provided in a pair of left and right, respectively, and the left and right front wheels 141 are supported by the left and right upper arms 181 and the left and right lower arms 182.
The rear end portions of the left and right upper arms 181 are supported by a rear upper mount bracket 184 attached to the front side portion 151b of the left and right center pipes 151 via a rear upper swing shaft 185 so as to be vertically swingable. The upper ends of the steering pipes 187 that support the front wheels 141 are supported on the front end portions of the left and right upper arms 181 via a front upper swing shaft 188 so as to be vertically swingable.

The rear end portions of the left and right lower arms 182 are supported by the rear lower mount portion 176 and the lower center mount portion 177 through the rear lower swing shaft 191 so as to be vertically swingable. The lower ends of the steering pipes 187 are supported on the front end portions of the left and right lower arms 182 via a front lower swing shaft 192 so as to be swingable up and down.
The upper arm 181 and the lower arm 182 are arranged so as to incline forward as viewed from the side of the vehicle.

A knuckle shaft 194 is inserted into and supported by the left and right steering pipes 187 coaxially and rotatably. The left and right knuckle shafts 194 extend below the steering pipe 187, and a hub portion (not shown) is rotatably attached to the left and right knuckle shafts 194, and a front wheel 141 is attached to the hub portion. Link arms 196 that connect the steering links 162 are attached to the upper ends of the left and right steering pipes 187, respectively.
The left and right knuckle shafts 194 rotate around the axis of the steering pipe 187 by operating the bar handle 158, and the front wheels 141 are steered.

The left and right steering links 162 include a first link rod 197, a second link rod 198, and a rocker arm portion 199.
The front end portion of the first link rod 197 is connected to the bottom bracket 161 of the steering shaft 157 and extends from the bottom bracket 161 toward the center pipe 151. The second link rod 198 has a front end connected to the link arm 196 and extends from the link arm 196 toward the center pipe 151. The rocker arm portion 199 is rotatably supported by the left and right center pipes 151 and the rear end portions of the first link rod 197 and the second link rod 198 are connected to each other.

When the bar handle 158 is turned to the left from the state where the steering angle of the left and right front wheels 141 is 0 °, the left second link rod 198 is used as a push rod and the right second link rod 198 is used as a pull rod. As a result, the left and right link arms 196, the left and right steering pipes 187, and the left and right knuckle shafts 194 are rotated counterclockwise, and the left and right front wheels 141 are steered to the left.
On the other hand, when the bar handle 158 is cut to the right, the right second link rod 198 is used as a push rod and the left second link rod 198 is used as a pull rod. As a result, the left and right link arms 196, the left and right steering pipes 187, and the left and right rocker arm portions 199 are rotated to the right, and the left and right front wheels 141 are steered to the right.

A differential gear mechanism 201 that absorbs a swing speed difference between the left and right lower arms 182 is supported on the lower center mount portion 177 of the lower frame 175.
The gear case 202 of the differential gear mechanism 201 has an outer case (not shown), and a cushion support portion 204 is integrally formed at the front portion of the outer case.
A lower end portion 206b of the cushion unit 206 is supported by the cushion support portion 204 via a cushion lower support shaft 207 so as to be swingable. The upper end portion 206 a of the cushion unit 206 is supported by a cushion upper support bracket 208 attached to the cushion support pipe 173 via a cushion upper support shaft 209 so as to be swingable. The cushion unit 206 strokes as the left and right front wheels 141 move up and down with respect to the vehicle body frame 145.
When viewed from the front, the cushion unit 206 is disposed on a vehicle body centerline 140A that extends vertically through the center in the vehicle width direction.
A pair of left and right stiffness adjusting devices 90 are attached between the front frame 174 as a rigid member, specifically, between the left and right extension pipes 154 and the cushion support pipe 173 of the front frame 174. The left and right stiffness adjusting devices 90 apply a pretension by generating a tensile force between the left and right extension pipes 154 and the cushion support pipe 173. As a result, the hysteresis loss of the front frame 174 is reduced, and the bending of the front frame 174 having the cushion upper support bracket 208, which is the support portion of the front wheel suspension device 144, is started with respect to the force in the pushing-up direction from the road surface. It is possible to react quickly and effectively displace the cushion upper support bracket 208 of the front wheel suspension 144 in an upward direction so as to assist the upward movement of the left and right front wheels 141 in advance.

<Fourth embodiment>
FIG. 11 is a left side view showing a motorcycle 240 according to the fourth embodiment of the present invention.
In the motorcycle 240, an engine 242 is supported by a vehicle body frame 241, a front fork 245 as a suspension device that supports a front wheel 244 is supported by a front end of the vehicle body frame 241, and a swing arm 247 that supports a rear wheel 246 is provided. It is a vehicle provided at the rear part of the body frame 241.
The motorcycle 240 is a saddle-ride type small vehicle in which a driver's seat 251 on which a passenger sits is provided above the rear part of the body frame 241.

FIG. 12 is a left side view showing the vehicle body frame 241. FIG. 13 is a plan view showing the vehicle body frame 241.
As shown in FIGS. 12 and 13, the vehicle body frame 241 includes a head pipe 254, a pair of left and right main frames 255, a pair of left and right pivot frames 256, a pair of left and right down frames 257, and a pair of left and right seat frames 258.
The head pipe 254 is provided at the front end of the vehicle body frame 241 and supports the front fork 245 (see FIG. 1). The left and right main frames 255 extend rearward and obliquely downward from the left and right of the head pipe 254. The left and right pivot frames 256 extend downward from the rear ends of the left and right main frames 255, respectively. The left and right down frames 257 extend obliquely downward and rearward from the front end portions of the left and right main frames 255 (specifically, left and right lower frame portions 255b described in detail later). The left and right seat frames 258 extend rearward from the rear portions of the left and right main frames 255 and the upper portions of the left and right pivot frames 256, respectively.

Each of the left and right main frames 255 includes an upper frame portion 255 a that connects the upper portion of the head pipe 254 and the upper portion of the pivot frame 256, and a lower frame portion 255 b that connects the lower portion of the head pipe 254 and the upper portion of the pivot frame 256. In plan view, the upper frame portion 255a extends along the lower frame portion 255b on the inner side in the vehicle width direction of the lower frame portion 255b.
The left and right main frames 255 include a plurality of connecting frame portions 255c, 255d, 255e, and 255f that connect the upper frame portion 255a and the lower frame portion 255b up and down so as to form a truss-like triangle.
That is, each main frame 255 is a truss frame in which an upper frame portion 255a and a lower frame portion 255b are connected by connecting frame portions 255c, 255d, 255e, and 255f having a truss shape. In plan view, the left and right main frames 255 have a rear portion positioned below the driver's seat 251 (see FIG. 11) wider in the vehicle width direction than a front portion supporting the engine 242 (see FIG. 11). It is formed narrowly.

Each of the left and right seat frames 258 includes an upper seat frame portion 258a, a sub frame portion 258b, and a reinforcing frame portion 258c.
The upper seat frame portion 258a extends rearward from the rear portion of the upper frame portion 255a. The sub-frame portion 258b extends rearward from the upper portion of the pivot frame 256 and is connected to the rear end portion of the upper seat frame portion 258a. The reinforcing frame portion 258c connects the upper seat frame portion 258a and the sub frame portion 258b up and down.
The body frame 241 includes a pair of left and right reinforcing frames 259 that extend rearwardly from the upper and lower intermediate portions of the left and right down frames 257 and are connected to the lower frame portion 255b.
The left and right down frames 257 are each provided with an engine hanger 260 at the lower end.

The vehicle body frame 241 includes an upper cross frame 265, a lower cross frame 266, and an upper surface side cross frame 267.
The upper cross frame 265 connects the upper ends of the left and right pivot frames 256 in the vehicle width direction. The lower cross frame 266 connects the lower ends of the left and right pivot frames 256 in the vehicle width direction. The upper surface side cross frame 267 connects the front portions of the left and right upper seat frame portions 258a behind the upper cross frame 265 in the vehicle width direction.
The vehicle body frame 241 includes a rear cross frame 268 that connects the rear portions of the left and right upper seat frame portions 258a in the vehicle width direction, and a rear end cross frame that connects the rear ends of the left and right upper seat frame portions 258a in the vehicle width direction. 269.

The upper cross frame 265 includes an engine hanger 261 that protrudes forward. The lower cross frame 266 includes an engine hanger 262 that protrudes forward.
The head pipe 254, the left and right lower frame portions 255b, the left and right pivot frames 256, the upper cross frame 265, and the lower cross frame 266 constitute an annular frame 264 as a rigid member.
A rigidity adjusting device 300 is passed between the left and right lower frame portions 255b so as to extend in the vehicle width direction. The stiffness adjusting device 300 has the same basic structure as the stiffness adjusting device 90, and applies a pretension so as to generate a tensile force inward between the left and right lower frame portions 255b constituting the annular frame 264 as a rigid member. To do.

In FIG. 11, the driver seated on the driver's seat 251 steers the front wheel 244 via the handle 270 attached to the upper end of the front fork 245. The front wheel 244 is supported by a front wheel axle 244 a provided at the lower end of the front fork 245.
The swing arm 247 has a front end supported by a pivot shaft 271 that connects the left and right pivot frames 256 in the vehicle width direction, and swings up and down about the pivot shaft 271. The swing arm 247 and the vehicle body frame 241 are connected via a rear cushion unit (not shown). The rear wheel 246 is supported by a rear wheel axle 246a inserted through the rear end of the swing arm 247.

The driver's seat 251 is supported by the front portions of the left and right upper seat frame portions 258a. A passenger seat 272 on which the passenger sits is provided behind the driver seat 251.
A fuel tank 279 is provided above the left and right main frames 255 continuously to the front edge of the driver seat 251.
A pair of left and right step holders 273 extending backward are provided at the rear part of the lower part of the left and right pivot frames 256. The pair of left and right main steps 274 on which the driver sitting on the driver's seat 251 puts his / her foot is attached to the left and right step holders 273, respectively, and is disposed behind the left and right pivot frames 256, respectively.
The pair of left and right tandem steps 275 on which the passenger sitting on the passenger seat 272 puts his / her foot is supported by a pair of left and right tandem step holders 276 extending rearward and downward from the left and right seat frames 258, respectively.
The side stand 277 is supported by a stand support portion 278 (see FIG. 12) provided at the lower portion of the left pivot frame 256.

The engine 242 includes a crankcase 281 and a cylinder portion 282 that extends upward from the upper surface of the front portion of the crankcase 281. A transmission (not shown) is incorporated in the rear portion of the crankcase 281.
The engine 242 is supported by engine hangers 260, 261, and 262 (see FIG. 12). The engine 242 is supported so as to be suspended from the vehicle body frame 241, and is disposed in front of the left and right pivot frames 256 and below the left and right main frames 255.
An exhaust unit 285 including an exhaust pipe 283 and a muffler 284 is connected to the cylinder portion 282. The exhaust pipe 283 is connected to the front surface of the cylinder part 282 and extends rearward through the lower part of the crankcase 281. The output of the engine 242 is transmitted to the rear wheel 246 by a drive chain 286 that spans between the output shaft side of the transmission and the rear wheel 246.
The motorcycle 240 includes a vehicle body cover 290 that covers the vehicle body including a vehicle body frame 241 and an engine 242.

As shown in FIGS. 11 to 13 above, the lower frame portions 255b and 255b as two pieces constitute a part of the vehicle body frame 241 and serve as a connecting portion between the two lower frame portions 255b and 255b. A front fork 245 as a suspension device is supported on the head pipe 254. By applying a pretension by generating a tensile force between the two lower frame portions 255b and 255b by the rigidity adjusting device 300, the left and right lower frame portions 255b and 255b are moved back and forth with respect to the left and right upper frame portions 255a and 255a. Preload is added in the direction of stretching. Therefore, the hysteresis of the annular frame 264 as a rigid member is reduced in the direction in which the head pipe 254 is easily displaced upward. That is, the front fork 245 generates a preload in the same direction as the upward movement direction of the front wheel 244 due to the reaction force from the road surface of the front wheel 244.
According to this configuration, by attaching the rigidity adjusting device 300 to a part of the vehicle body frame 241 and applying a pretension, the upward movement of the front wheel 244 can be assisted, and the suspension including the front fork 245 can be easily obtained. The performance of the apparatus can be extracted effectively.

<Fifth Embodiment>
FIG. 14 is a left side view showing the motorcycle body frame 320 and fuel tank 331 of the fifth embodiment, and FIG. 15 is a perspective view showing the body frame 320 and fuel tank 331.
As shown in FIG. 14, the body frame 320 includes a head pipe 321, a main frame 322, a pair of left and right center frames 323, a down frame 324, a pair of left and right lower frames 326, a pair of left and right seat frames 327, and a pair of left and right subframes. 328.
The head pipe 321 constitutes a front end portion of the vehicle body frame 320, and supports a front fork as a front wheel suspension device that suspends a front wheel of a motorcycle (saddle-ride type small vehicle) in a steerable manner. The main frame 322 extends rearward and obliquely downward from the head pipe 321 and supports the fuel tank 331. The left and right center frames 323 extend downward from the left and right of the rear end portion of the main frame 322 and support the engine serving as a driving source for the motorcycle together with the left and right main frames 322. Pivot plates 333 are attached to the left and right center frames 323, respectively. A pivot shaft (not shown) is extended to the left and right pivot plates 333 so as to extend in the vehicle width direction, and a swing arm (not shown) is attached to the pivot shaft so that the rear wheel of the motorcycle can swing up and down. It is done.

  The down frame 324 extends obliquely rearward and downward from a portion below the portion to which the main frame 322 of the head pipe 321 is attached. The left and right lower frames 326 extend downward and rearward from the left and right of the lower end portion of the down frame 324 and are connected to the lower ends of the left and right center frames 323, respectively. The center frame 323 and the lower frame 326 are integrally formed. The left and right seat frames 327 extend rearward and obliquely upward from the left and right of the rear portion of the main frame 322, and support a seat (not shown) on which a motorcycle occupant sits. In addition, a tank support bracket 335 is attached to the left and right seat frames 327, and the rear end portion of the fuel tank 331 is supported by the tank support bracket 335. The left and right sub-frames 328 extend rearward and obliquely upward from the vertical middle portion of the left and right center frames 323 and are connected to the longitudinal middle portion of the left and right seat frames 327. Cushion support portions 336 for supporting rear cushion units (not shown) are provided at the lower rear portions of the left and right subframes 328, respectively.

As shown in FIG. 15, the left and right center frames 323 are connected by a first center cross pipe 337 and a second center cross pipe 338 that extend in the vehicle width direction. The left and right seat frames 327 are connected by an upper cross pipe 341 and a rear cross pipe 342 that extend in the vehicle width direction.
The head pipe 321, the main frame 322, the left and right center frames 323, the down frame 324, the left and right lower frames 326, the first center cross pipe 337 and the second center cross pipe 338 have a front frame 332 as a rigid member. Configure.
In FIG. 14, a stiffness adjusting device 350 is provided between the head pipe 321 and the main frame 322 that constitute the front frame 332.

The rigidity adjusting device 350 includes a cylinder / rod assembly 99 and a cylinder side connecting portion 301 attached to the cylinder body 98.
The cylinder side connecting portion 301 has the same basic structure as the cylinder side connecting portion 96 (see FIG. 5). However, the shaft portion provided in the cylinder side connecting portion 301 is the shaft portion 96b ( 5) is formed longer.
Both end portions of the rigidity adjusting device 350, that is, the tip end portion of the cylinder side connecting portion 301 are connected to a cylinder side connecting portion 351 provided on the top of the head pipe 321, and the tip end portion of the rod assembly 110 is connected to the main frame 322. It is connected to a rod support 114 provided at the rear. The cylinder side connecting portion 351 includes a pair of plate-like members attached to the head pipe 321, and the cylinder side connecting portion 301 is connected to these plate-like members via connecting pins.
The rigidity adjusting device 350 is pretensioned so as to pull the upper portion of the head pipe 321 backward. As a result, a preload is given in the direction in which the lower end of the head pipe 321 is lifted, and it is possible to react quickly to assist the upward movement of the front wheel against the force in the direction of pushing up from the road surface. .

Also, a rigidity adjusting device 350A is provided between the main frame 322 and the down frame 324 constituting the front frame 332. The stiffness adjusting device 350A is the same as the stiffness adjusting device 350, but the sign is changed here for identification. Both end portions of the rigidity adjusting device 350A, that is, the tip end portion of the cylinder side connecting portion 301 are connected to a cylinder side connecting portion 353 provided at the rear portion of the main frame 322, and the tip end portion of the rod assembly 110 is connected to the down frame 324. It is connected to a rod support 118 provided at the lower end. The cylinder side connecting portion 353 includes a pair of plate-like members attached to the main frame 322, and the cylinder side connecting portion 301 is connected to these plate-like members via connecting pins.
The rigidity adjusting device 350A is pretensioned so that the down frame 324 is pulled toward the main frame 322 side. As a result, the angle (narrow angle) formed by the down frame 324 and the main frame 322 is narrowed, and the head pipe 321 is preloaded in a direction that is displaced obliquely upward. As a result, it is possible to react quickly to assist the upward movement of the front wheel with respect to the force in the direction of pushing up from the road surface.

In FIG. 15, a stiffness adjusting device 350 </ b> B is provided between the left and right seat frames 327. The stiffness adjuster 350B is the same as the stiffness adjuster 350, but here the sign is changed for identification.
One end of the rigidity adjusting device 350B is connected to a cylinder side connecting portion 355 provided on one seat frame 327, and the other end of the rigidity adjusting device 350 is connected to a rod support portion 118 provided on the other seat frame 327. Has been. The cylinder side connecting portion 355 includes a pair of plate-like members attached to the seat frame 327, and the cylinder-side connecting portion 301 is connected to these plate-like members via connecting pins. By generating a tensile force inward between the right and left seat frames 327 arranged in parallel, the length of the seat frame 327 that is the upper side of the triangle formed by the center frame 323, the subframe 328, and the seat frame 327 is shortened in a side view. Pretension is applied in the direction. As a result, the rear cushion support portion 336 at the lower rear portion of the seat frame 327 is provided in the upward direction. Thus, it is possible to react quickly to assist the upward movement of the rear wheel with respect to the force in the pushing direction from the road surface.
Although the rigidity adjusting devices 350, 350A, and 350B shown in FIGS. 14 and 15 are the same, the outer diameter of the rubber member and the inner diameter of the cylinder may be varied. Further, the rigidity adjusting devices 350, 350A, and 350B may be the same, and the applied pretension may be the same or different.

<Sixth Embodiment>
FIG. 16 is a right side view showing the bicycle 370 of the sixth embodiment.
A bicycle 370, which is a saddle-ride type small vehicle (light vehicle), has a front wheel 373 supported on the front end of a body frame 371 via a front fork 372, and a rear wheel 374 supported on a rear end portion of the body frame 371. A saddle 376 is attached to the upper portion of the frame 371 through a seat post 394.
The vehicle body frame 371 includes a head tube 381, a top tube 382, a seat tube 384, a seat stay 386, and a chain stay 387. The head tube 381 is located at the front end of the vehicle body frame 371 and supports the front fork 372 so that it can be steered. The head tube 381 includes an upper tube 381a positioned above the connection portion 381c with the top tube 382 and a lower tube 381b positioned below the connection portion 381c.

A handle stem 391 is attached to the upper end of the front fork 372, and a handle bar 392 is attached to the handle stem 391. A front wheel 373 is rotatably supported on the lower end portion of the front fork 372 via an axle 373a.
The top tube 382 extends rearward and obliquely downward from the head tube 381. The seat tube 384 is connected to the rear end portion of the top tube 382 so as to tilt backward. The seat tube 384 is integrally formed from an upper tube 384a positioned above the connecting portion 384c with the top tube 382 and a lower tube 384b positioned below the connecting portion 384c. A seat post 394 is inserted into and fixed to the upper portion of the seat tube 384, and a saddle 376 is attached to the upper end portion of the seat post 394.

Further, a bearing portion 396 is provided at the lower end portion of the seat tube 384. The bearing portion 396 supports the crankshaft 397 to be rotatable. A left crank 398 and a right crank 399 are attached to both ends of the crankshaft 397, and a pedal 401 is rotatably attached to each of the left crank 398 and the right crank 399.
The seat stay 386 extends rearward and obliquely downward from the longitudinal middle portion of the seat post 394. Further, the bearing portion 396 and the rear end portion of the seat stay 386 are connected by a chain stay 387. A rear wheel 374 is rotatably supported by a connecting portion between the seat stay 386 and the chain stay 387 via an axle 374a.
A drive sprocket 405 is attached to the crankshaft 397, a plurality of driven sprockets 406 are attached to the rear wheel 374, and a chain 407 is spanned between the drive sprocket 405 and the driven sprocket 406. A derailleur 408 for changing (shifting) the chain 407 with respect to a plurality of driven sprockets 406 is attached to a connection portion between the seat stay 386 and the chain stay 387.

The head tube 381, the top tube 382, and the seat tube 384 constitute an upper frame 388 as a rigid member.
A rigidity adjusting device 350 is provided between the upper tube 381a of the head tube 381 and the upper tube 384a of the seat tube 384 constituting the upper frame 388. Both ends of the rigidity adjusting device 350, that is, the tip of the cylinder side connecting portion 301 are connected to a cylinder side connecting portion 411 provided on the upper tube 381a, and the tip of the rod assembly 110 is provided on the upper tube 384a. It is connected to the rod support part 118.
The cylinder side connecting portion 411 includes a pair of plate-like members attached to the upper tube 381a, and the cylinder side connecting portion 301 is connected to these plate-like members via connecting pins.

Further, a second rigidity adjusting device 350C is provided between the lower tube 381b of the head tube 381 and the lower tube 384b of the seat tube 384.
The second rigidity adjusting device 350C has the same basic structure as the rigidity adjusting device 350, but the outer diameter of the rubber member and the inner diameter of the cylinder that houses the rubber member are smaller than those of the rigidity adjusting device 350. Accordingly, the tension that can be generated by the second stiffness adjusting apparatus 350C is smaller than that of the stiffness adjusting apparatus 350.
Both end portions of the second rigidity adjusting device 350C, that is, the tip end portion of the cylinder side connecting portion 301 are connected to a cylinder side connecting portion 411 provided in the lower tube 381b, and the tip end portion of the rod assembly 110 is connected to the lower side. It is connected to a rod support 118 provided on the tube 384b.
Pre-tension is applied between the head tube 381 and the seat tube 384 by the rigidity adjusting devices 350 and 350C so that a tensile force is generated. With this pretension, the hysteresis of the upper frame 388 of the vehicle body frame 371 can be reduced, and the vehicle body frame 371 can be flexed quickly and appropriately with respect to the input from the road surface to the front wheels 373. Further, by applying pre-tension in the direction in which the front wheels 373 are directed downward, the bicycle 370 having both a quick response and a feeling of ground contact can be realized. That is, the hysteresis of the head tube 381 is appropriately reduced by the pretension by the stiffness adjusting devices 350 and 350C, the displacement of the front wheel 373 starts to move quickly, responds quickly to changes in the road surface, and quickly and appropriately displaces. A bicycle 370 can be provided.

<Seventh embodiment>
FIG. 17 is a right side view showing a bicycle 420 according to the seventh embodiment.
In the seventh embodiment, the same components as those in the sixth embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.
A bicycle 420, which is a saddle-ride type small vehicle (light vehicle), has a pretensioning means between the head tube 381 and the seat tube 384, which is rigid with respect to the bicycle 370 (see FIG. 16) of the sixth embodiment. The adjustment devices 350 and 350C are changed to rubber bands 431 and 432, respectively.
In the head tube 381, the upper tube 381a is provided with a banding portion 421, and the lower tube 381b is provided with a banding portion 422.

In the seat tube 384, the upper tube 384a is provided with a banding portion 423, and the lower tube 384b is provided with a banding portion 424.
The banding portions 421, 422, 423, and 424 are provided with flanges having an outer shape larger than that of the intermediate portion at the upper end portion and the lower end portion with respect to the intermediate portion in the vertical direction, and a band-like or string-like elastic body is provided at the intermediate portion. It is possible to multiply.
An endless rubber band 431 is hung on the band hanging portion 421 of the head tube 381 and the band hanging portion 423 of the seat tube 384 as a band-like elastic body.

Further, an endless rubber band 432 is hung as a band-like elastic body on the band-hanging portion 422 of the head tube 381 and the band-hanging portion 424 of the seat tube 384. A predetermined tension is generated in the rubber bands 431 and 432 that are hung, a tensile force is generated between the head tube 381 and the seat tube 384, and a pretension is applied.
Even with the tensile force and vibration damping force generated by the rubber bands 431 and 432, the same tendency effect as in the sixth embodiment can be obtained, and a simpler rigidity adjusting device can be obtained.
About the rubber band 431 and the rubber band 432, various tensions can be set at the time of attachment depending on the thickness, width, length, and material.

The above-described embodiment is merely an aspect of the present invention, and can be arbitrarily modified and applied without departing from the gist of the present invention.
For example, in the above-described embodiment, the stiffness adjusting device may provide tension generation and vibration damping in parallel or in series with different members.
Further, the present invention may be used to speed up the vertical movement of the wheels of a four-wheel vehicle regardless of a small vehicle.
The tension adjustment by the stiffness adjusting device may be adjusted according to the frequency coming from the tire pattern, for example, so that the tire road surface can be quickly applied to a rough road surface with less friction. Further, it may be adjusted according to the frequency that contributes to the improvement of the brake performance in accordance with the frequency that appears during braking.
Further, as shown in FIG. 5, the rubber member 92 is used to cause the stiffness adjusting device 90 to exert tension generation and vibration damping. However, the present invention is not limited to this, and a liquid such as air, other gas, or oil is used. A combination of tension generation and vibration damping may be achieved.
Also, a shock absorber for reducing the impact transmitted from the road surface to the vehicle body frame 371 is incorporated in the front fork 372 of the bicycle 370, 420 shown in FIGS. 16 and 17, and this shock absorber and the rigidity adjusting device 350, 350C are combined. Or a shock absorber and rubber bands 431 and 432 may be combined.
In the present embodiment, the mechanism is a preload mechanism based on a tensile force, but the hysteresis may be appropriately reduced by a pressing force.

10,140 Swing vehicle (small vehicle)
11,145,241,320,371 Body frame 12,144 Front wheel suspension (suspension device)
13,141,244,373 Front wheel
63 Oscillating shaft 64 Rigid member 64a Left arm (one part)
64b Right arm (single part)
64c upward extension (single part)
64k cushion support (support)
65,206 Cushion unit 90,300,350,350A, 350B Rigidity adjustment device 91 Cylinder 92 Rubber member (elastic member)
93 Contact piece (plate member)
94 Rod 97 Rod side connecting part (Tension adjustment mechanism)
130 Second stiffness adjusting device (rigidity adjusting device)
134c Downward extension part (single part)
154 Extension pipe (single part)
173 Cushion support pipe (single part)
174,332 Front frame (rigid member)
208 Cushion support bracket (support)
240 Motorcycle (Small Vehicle)
245,372 Front fork (suspension device)
254 Head pipe (supporting part, connecting part)
255b Lower frame part (single part)
H.264 annular frame (rigid member)
321 Head pipe (support part, one part)
322 Main frame (single part)
324 Down frame (single part)
350C Second stiffness adjusting device (rigidity adjusting device)
370 Bicycle (small vehicle)

Claims (11)

A vehicle body frame (11, 145, 241, 320) and a suspension device (12, 144, 245) for connecting the vehicle body frame (11, 145, 241, 320) and the wheels (13, 141, 244) respectively. Prepared,
The suspension device (12, 144, 245) is a saddle riding type small vehicle that suspends the wheels (13, 141, 244) so as to be displaced upward by a reaction force from the road surface.
The saddle-ride type small vehicle includes a rigid member on the vehicle body frame (11, 145, 241, 320) side having a support portion (64k, 208, 254, 321) of the suspension device (12, 144, 245). 64, 174, 264, 332) and a rigidity adjusting device (90, 300, 350, 350A) spanned between a plurality of locations of the rigid member (64, 174, 264, 332),
The rigidity adjusting device (90, 300, 350, 350A) applies a pretension to the rigid member (64, 174, 264, 332),
The pretension is applied to the support portions (64k, 208, 254, in the same direction as the upward movement direction of the wheels (13, 141, 244) due to the reaction force from the road surface of the wheels (13, 141, 244). 321) a saddle-ride type small vehicle characterized by generating a preload component. The rigid member (64, 174, 264, 332) includes at least two pieces (62a, 64b, 64c, 154, 173, 255b, 255b, 322, 324) connected in different extending directions,
The rigidity adjusting device (90, 300, 350) is bridged between the two pieces (62a, 64b, 64c, 134c, 154, 173, 255b, 322, 324), whereby the rigidity member (64 , 174, 264, 332), and a pre-tension is applied between the two pieces (62a, 64b, 64c, 154, 173, 255b, 255b, 322, 324). Is supported by the support portions (64k, 208, 254, 321) in the same direction as the upward movement direction of the wheels (13, 141, 244) due to the reaction force from the road surface of the wheels (13, 141, 244). The saddle-ride type small vehicle according to claim 1, wherein the preload component is generated. The saddle riding type small vehicle according to claim 2 , wherein the rigidity adjusting device (90, 300, 350, 350A) has both a tension generating function and a vibration damping function.   4. The saddle riding type small vehicle according to claim 3, wherein the rigidity adjusting device (90, 300, 350, 350A) causes tension generation and vibration damping by a rubber member (92).   The suspension device (12, 144) includes a cushion unit (65, 206), and the cushion unit (65, 206) is attached to one piece of the two pieces (62a, 64b, 64c, 154, 173). The saddle-ride type small vehicle according to any one of claims 2 to 4, further comprising a mounting portion on the body frame (11, 145) side.   The saddle-ride type small vehicle is a swing vehicle (10), and the rigid member (64) is connected to the body frame (11) via a swing shaft (63), and the body frame (11) A support portion (64k) of the cushion unit (65) on the side, and a mounting portion of the cushion unit (65) and the rigidity adjusting device on one piece (64a, 64b) of the rigid member (64) One mounting portion of (90) is provided, and the other mounting portion of the rigidity adjusting device (90) is provided on the other piece (64c) of the rigid member (64). Item 6. A saddle-ride type small vehicle according to Item 5.   The two pieces (255b, 255b) constitute a part of the vehicle body frame (241), and the suspension device (245) is supported by the connecting portion (254) of the two pieces (255b, 255b). By applying a pretension to the two pieces (255b, 255b), the suspension (245) is lifted above the wheel (244) by a reaction force from the road surface of the wheel (244). The saddle-ride type small vehicle according to claim 2, wherein a preload is generated in the same direction as the moving direction of the vehicle. A plurality of the rigidity adjusting devices (90, 130), and a preload component of the support portion (64k) in the same direction as the upward movement direction of the wheel (13) due to a reaction force from the road surface of the wheel (13). And a preload of the support portion (64k) in the same direction as the downward movement direction of the wheel (13) due to a reaction force from the road surface of the wheel (13). The saddle-ride type small vehicle according to any one of claims 2 to 6, further comprising a second rigidity adjusting device (130) for generating a component.   9. The saddle-ride type small vehicle according to claim 8, wherein a pretension of the first rigidity adjusting device (90) is different from a pretension of the second rigidity adjusting device (130). In the rigidity adjustment device for the body frame of a small vehicle,
Small type vehicle Ru provided with a suspension device (12,144,245,372) for connecting the car body frame and (11,145,241,320,371) and a wheel (13,141,244,373) (10,140 the suspension system to that rigidity adjusting device imparts pretension to the mounting portion of the (12,144,245,372) of 240,370) (90,130,300,350,350C) includes a cylinder (91) A rod (94) extending from one end of the cylinder (91) to the outside of the cylinder (91) and one end of the rod (94) in the cylinder (91). And a plate-like member (93) that moves integrally with the rod (94) in the cylinder (91) ,
Elastic member (92) is provided between one end portion of the front Symbol plate member (93) and the cylinder (91),
The other end portion of the rod (94) and the other end portion of the cylinder (91) are provided with attachment portions to the body frame (11, 145, 241, 320) side,
A tension adjusting mechanism (97) is provided on any one of the rod (94) and the cylinder (91) or the rod (94) and the cylinder (91). Stiffness adjustment device.   The vehicle body frame rigidity adjusting device according to claim 10, wherein the elastic member is a rubber member (92).

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